Rifleman

I assume this was a typo? "The damage to the cyclic control was such that the position of the twist grip throttle was inconclusive." From section 1.12 of the report.

I worked for TNTA in the late 70's and at that time we only had G3B2's IIRC. The machine in the photo looks like a narrow cabin so I'd guess it's a G2 of some sort. The color scheme is very smilar to what we used at the time, but not exactly the same. Could be a TNTA machine from before my time tho.....

As I understand it, the engine is T53-17B. Performance wise I'm sure it will out do the 205A-1++ quite handily because being a 212 (albiet with one stove) it should retain it's 11200 internal / 11500 external load capabilities. I think Eagle could have just called it a 205B........ oh wait! that name's already taken. The 212S will be a winner - much more attractive in my mind, than the Bell 210 (which I have seen up close and personal). Well done Eagle guys!

P.W.H. Astar - tail rotor strike in a confined area, rolled over, no one hurt, machine is history.

Yup - it's Erwin. Just met him, and he seems like an excellent guy. I expect the G.C. base will thrive with Erwin running the place

Actually, a labrinth seal is not a metal-on-metal seal. It is composed of an inner and an outer ring with an air gap in between. When this very small gap becomes fouled with carbon the turbine shaft cannot rotate freely, and in the case of a 206 this can be felt be manually turning the N2 drivetrain (which is what turning the main blades backwards does). As mentioned, if a lab seal is going to act up, it is generally shortly after overhaul. If the seal has too small an air gap at installation, it will be susceptible to carbon fouling. If the gap is within the prescribed limits, it is somewhat self-cleaning and will likely never present a problem. And BTW, third generation oils like Mobil 254 are substantially better in almost every way, than their predecessors (anti-coking properties included).

I hope this doesn't lead anyone to think that they can use an "M" licence to sign off a new avionics installation or a structual repair. These jobs must first be signed off by someone holding the appropriate licence ( "E" or "S"), and THEN an "M" licencenced individual can sign off the entire aircraft. It's all spelled out clearly in the CAR's (Canadian Aviation Regulations)